Recorder actuated vehicular brake control means



May 3, 1955 o. TROTTER ETAL 2,707,577

RECORDER ACTUATED VEHICULAR BRAKE CONTROL MEANS Original Filed May 1-0,1952 9 Sheets-Sheet l HOBART O. TROTTER, MARvm L. TROTTER and Cecil.WAYNE. IARws.

1N VENTORS BY aim-M ATTORNEYS May 3, 1955 H. O. TROTTER El AL RECORDERACTUATED VEHICULAR BRAKE CONTROL MEANS Original Filed\May 10, 1952 9Sheets-Sheet 2 HOBART O. TRor-rER, MARVlN L. TROTTER Sn CEClL WAYNEIAR\I\S,

INVENTORS l|| 84 BY 64A ATTOR NEYS May 3, 1955 o. TROTTE R ETAL2,707,577

RECORDER ACTUATED VEHICULAR BRAKE CONTROL MEANS Original Filed May 10,1952 9 Sheets-Sheet 3 E m I95 1% 65 HOBART O. TROTTER, MARvm L. TROTTERand Cecu. WAYNE J'ARws,

w INVENTORS.

ATTORNEYSJ May 3, 1955 H. o. TROTTER ETAL RECORDER ACTUATED VEHICULARBRAKE CONTROL MEANS 9 Sheets-Sheet 4 Original Filed May 10, 1952 s w m ai v N w vm R TTR o T T A W W o o I 1 A R R E T T m O.LA f W i R wAu H MM4 a .5 O HZWw Z w w fl Q. m w 56 w 5 w 5 w 1 m w? a v w w 0d m 9% c a Mm 3 an 1 m m m w i 6 May 3, 1955 H. o. TROTTER ETAL RECORDER ACTUATEDVEHICULAR BRAKE CONTROL MEANS s Shets-Sheet 5 Original Filed May 10,1952 E T 003 RRE TTw O V m AC HM INVENTORS.

ATTORNEYS May 3, 1955 H. o. TROTTER ETAL RECORDER ACTUATED VEHICULARBRAKE CONTROL MEANS 9 Sheets-Sheet 6 Original Filed May 10, 1952 5 m 35Em T 3 R fi m 0 M TNu R W K m c o H M n 3 ATTORNEYS y 3, 1955 H. o.TROTTER ETAL ,577

RECORDER ACTUATED VEHICULAR BRAKE CONTROL MEANS Original Filed May 10,1952 9 Sheets-Sheet 7 HQBART O. TRQTTER, F MARVIN L. TROTTER -j6 andCeca L WAYNE l'Aiavls.

* INVENTORS BY ah- 'M- ATTORNEYS y 1955 H. o. TROTTER ETAL 2,7 7,577

RECORDER ACTUATED VEHICULAR BRAKE CONTROL MEANS Original Filed May 10,1952 9 SheetsSheet 8 To VALV E HOBART O- Taofrea,

MARX/H4 L. TROTTER' and- CEcu. WAYNE Jmzws,

INVENTORS.

vBY MwM ATTORNEYS May 3, 1955 H. o. TROTTER ETAL 2,707,577

RECORDER ACTUATED VEHICULAR BRAKE CONTROL MEANS Original Filed May 10,1952 9 Sheets-Sheet 9 HOBART O. TROTTER, MAFivm L. TROTTER and CECu.WAYNE JARws,

m' BY 4, M. ATTORNEYS ZNVENTORS.

RECORDER ACTUATED VEHICULAR BRAKE CONTRUL MEANS Hobart 0. Trotter,Marvin L. Trotter, and Cecil Wayne Jarvis, Columbia, S. C.

Continuation of abandoned application Serial No. 237,22li, May It),1952. This application August 11, 1952, Serial No. 303,643

7 Claims. (Cl. 222-30) This invention appertains, in particular, tometer recording devices for fuel-oil or gas dispensing trucks whereinthe meter recording device is operated manually to imprint on a saleslipthe quantity of oil dispensed, together with the serial number of thesaleslip, and the primary object of the invention is to provide meansfor automati cally locking the brakes of tie truck or other vehicle,with which the meter recording device is associated, during the interimfrom the time at which the saleslip is initially inserted in the meterrecording device, during dis pensation of fuel-oil or other fluid or gasfrom the individual truck or vehicle, and until the saleslip is againserially numbered or otherwise marked and released from the meterrecording device.

Such a brake actuating means is not only valuable from a standpoint ofsafety, but, primarily, such a brake actuating means precludes the truckdriver from cheating his employers customer by short delivery andselling for his own profit the quantity of fuel-oil he has cheated himout of.

This application is a continuation of our co-pending application, SerialNo. 287,228, tiled May 10, 1952 and entitled Recorder Actuated VehicularBrake Control Means and Method, now abandoned.

Some of the objects of the invention having been stated, other objectswill appear as the description proceeds, when taken in connection withthe accompanying drawings, in which- Figure l is a somewhat schematicside elevation of a fuel-oil or other fuel delivery truck, shown inbroken lines, showing the fuel dispensing mechanism in associationtherewith in solid lines and also showing the brakes of the vehicle insolid lines;

Figure 2 is a schematic plan view showing the fuel dispensing mechanism,with parts thereof being shown diagrammatically, and showing the wheelsand engine of the truck associated therewith in broken lines;

Figure 3 is an enlarged isometric view of the meter recording deviceshown in the lower central portion of Figure 1, with the upper portionof the housing thereof broken away to illustrate the recording printingmechanism of the meter recording device, and showing one arrangement ofthe meter controlled brake operating valve in association therewith;

Figure 4 is an enlarged sectional plan view, taken sub stantially alongthe line 4-4 in Figure 3, showing the valve plunger in opened position;v

Figure 5 is view similar to Figure 4, but showing the valve plunger inclosed position;

Figure 6 is an elevation looking at the right-hand side of the recordingprinting mechanism of the meter record ing device shown in Figure 3,showing the housing or cover therefor in cross-section and showing thecarriage in normal position for maintaining the brake operating valve inclosed position;

Figure 7 is a fragmentary elevation of the lower central portion ofFigure 6 with parts broken away to illusnited States Patent 0 ice 2trate the connections for intermittently driving the serial numberprinting wheels;

is a view looking at the opposite side of the ignre 0 recording printingmechanism from that shown in Figure 6, but with parts broken away andother parts being in cross-section;

Figure 9 is somewhat a schematic view showing the carriage in adifferent position from that shown in Figure 8 and in which position thebrake operating valve is open and the brakes of the vehicle are locked;

Figure 10 is a view similar to Figure 6 showing the movable parts of therecording printing mechanism in a difierent position as a result ofturning the crank handle 43 approximately llO degrees;

Figure 11 is a view similar to Figure 8, but showing the movable partsof the recording printing mechanism in positions corresponding to Figure10;

Figure 12 is view similar to Figure 10, but showing the thrust arms andthe manually operative crank handle in another position;

Figure 13 is a view similar to Figure 11, but showing the movable partsof the recording printing mechanism in positions corresponding to Figure12;

Figure 14 is a view similar to Figure 9, but showing the carriage invalve closing position and also showing the thrust arms in a ditl'erentposition from that shown in Figure 9;

Figures 15 and 16 are views similar to the respective Figures 12 and 13,but showing the movable parts of the recorder in still another positionas a result of turning the manually operative crank handle from theposition shown in Figure 12 in a clockwise direction for approximately130;

Figure 17 is a longitudinal vertical sectional view through the brakebooster assembly taken substantially along the line 17-l7 in Figure 2and also showing the diaphragm in the position it occupies when thebrakes of the associated vehicle are released;

Figure 18 is a view similar to Figure 17, but being at a reduced scale,showing the diaphragm in the position it occupies when the brakes of thevehicle are actuated or locked;

Figure 19 is a fragmentary vertical sectional view with parts brokenaway and wherein only the front portion of the recorder is shown andwherein the recorder controlled brake operating valve is located in adifferent position from that shown in Figures 3, 6, and 8 to 16,inclusive, and also wherein the plunger of the valve is operated by thesaleslip locking pin instead of the carriage;

Figure 20 is a view similar to Figure 19, but showing the salesliplocking pin and associated parts in a different position from that shownin Figure 19;

Figure 21 is another view similar to Figure 19 wherein the locking pinand associated parts are shown in still another position.

General synopsis of invention Generally, the present invention isembodied in a vehicular brake actuating means B in combination with ameter recording mechanism 30, 81, 109 substantially of the typedisclosed in the patent to C. L. McMullen, No. 2,086,363 or" July 6,1937. In said patent, there is disclosed a meter recording mechanismwherein a saleslip C or the like is inserted in the meter, whereupon acrank handle 143 is rotated sufficiently to register the serial numberand the present reading on the meter on the saleslip C whilesimultaneously gripping the saleslip in the recording device 81 toprevent removal of the saleslip.

Now, this type of meter recording device, disclosed in said patent, hasa carriage 122 which reciprocates in timed relation to movement of therecording apparatus as it is actuated by the operator and, in thepreferred embodiment of the invention, we provide a. suitable valve 1%mounted on the housing 1d? of the recording portion 81 of the meterrecording device. The plunger 203 of valve 1% is engagcable, at times,by the carriage 122. The valve mechanism may be of any desiredconstruction and is preferably of the type disclosed in the patent to R.C. Russell, Serial Number 2,329,087 of September 7, 1943, but with theball check and spring removed.

Most fuel-oil trucks are provided with booster opcrated hydraulic or airbrakes. Such trucks or other vehicles are provided with a booster Bhaving a di aphragm therein which is controlled by vacuum pressureusually from the internal combustion engine 17 of the vehicle. Now, wehave connected conduits 01' pipes 57, 65 to opposite sides of the valveE91? and the other ends of these pipes are connected to the booster Bfor communication with chambers 36, 37 on opposite sides of thediaphragm 31 in the booster.

With said plunger 203 held in one position by said carriage 122 of therecording printing mechanism 31 of the meter recording device, negativepressure is normally present in both conduits 57, 65 to which the valve190 is connected. On the other hand, upon the plunger 293 being moved toanother position, when released by said carriage, this permitsatmosphere to enter the pipe 65 from the valve 1%, thus rendering thevacuum pressure inoperable, as will be later described in detail, formaintaining the brakes of the truck or other vehicle in a releasedstate, and thereby tightly locking the brakes. it so happens that thecarriage 122, which is of the type used in the recording mechanismdisclosed in said McMullen patent, occupies a certain position from thetime at which said numerals or other information is initially recordedon the saleslip by the recording printing mechanism, during thedispensation of fuel-oil or the like from the individual truck, anduntil the recording device is again actuated to record the amount offuel-oil or the like dispensed. Whenever the recording device isactuated as last described, another serial number is recorded whilesimultaneously releasing the saleslip from the recording printingmechanism 31 of the meter recording device.

vThus, it is impossible for the truck driver to move the truck or othervehicle during the time between the first and second actuations of theprinting mechanism 81, whereas, heretofore, the operator has been ableto make a short delivery to the employers customer Without removing thesalcslip from the recording printing mechanism of the meter recordingdevice and to then move the truck or other vehicle to another point andsell, for his own profit, the quantity of fuel-oil he has cheated hisemployers customer out of, where upon he could then actuate therecording printing mechanism to record the serial number and the amountof fluid dispensed, and said employers customer would, of course, haveto pay for the entire amount of fueloil or the like dispensed until therecording printing mechanism was again actuated.

There are various ways in which the meter controlled brake operatingvalve may be actuated by the meter and, in another form of the invention(Figures 19, 20 and 21), the resiliently biased plunger 263 of the valve190' is normally held in closed position by a locking pin 170 while thelocking pin is in inactive position and which locking pin moves relativeto said carriage to penetrate and lock the saleslip C in the carriage122' immediately before the serial number or other information isinitially recorded on the saleslip by the recording mechanism and, in sodoing, the locking pin 122' releases the plunger 293' to permit the sameto move to another position, in which position the plunger permitsatmosphere to enter one side of the diaphragm housing of said brakebooster B to thus lock the brakes ill ' Gnc end of the slave cylinderpiston 33 has a of the truck or other vehicle with which the meter isassociated. Of course, when the desired amount of fuel-oil or the likehas been dispensed and the carriage 3.22 is again moved by the operator,the locking pin i743 automatically returns to its original position to,in turn, return the valve plunger 293' to its original position torelease the brakes of the vehicle.

Detailed description Referring to Figures 1 and 2, a fuel-oil t k orother vehicle, shown in phantom lines, comprises a chassis generallydesignated at 18 which is mounted on rear wheels 11 and front wheels 12each of which is proided with the usual brake shoes 13 which arepivotally interconnected, as at 1 5, at corresponding ends thereof, andthe other ends of which are connected to opposite sides of a hydrauliccylinder mechanism is of conventional or any other desired construction.Each of the pairs of brake shoes 13 is surrounded by the usual brakedrum 15 carried by the conventional axle supports, not shown, in a we].known manner.

The chassis it) also supports a suitable fuel reservoir or tank. 38 aninter al combustion engine 17 having an intake manifold 20. The internalcombustion engine 1? drives suitable gearing, not shown, forming partsof a conventional transmission 21 having suitable connections, notshown, extending therefrom to the rear wheels 11 of the vehicle. Thechassis it also carries a conventional master cylinder 25 of the brakingsystern of the vehicle which is actuated by the usual brake pedal 26(Figure 2).

The master cylinder 25 has one end of a pipe or conduit 2? connectedthereto, the other end of which is connected to a conventional brakebooster assembly broadly designated at B (Figures 2, l7 and 18). Thereare many different types of brake boosters with which the presentinvention may be associated and the brake booster B is of a typedisclosed in Shop Manual for Ford F-Series Trucks; Form 7099-A andcopyrighted i951 by Ford Motor Company, Dearborn, Michigan.

This type booster compr' es a hollow member or diaphragm housing 36which a movable piston or diaphragm 31 is mounted and which is normallybiased to the left by a spring 3-2 in Figures 17 and 18. The diaphragm31 has a slave cylinder piston 33 connected thereto by means of a rod33a. The slave cylinder piston 33 is mounted for longitudinal movementin a slave cylinder 3 The slave cylinder 34 is suitably secured to thehousing and has an enlarged valve body 35 integral therewith.

It will be observed, in Figures l7 and 18, that the diaphragm 31 in thehousing 38 of the booster B defines chambers 36 and 37 and a pipe orconduit 4t communicates with the chamber 36. The pipe or conduit 4%extends from the chamber 35 of the booster l3 (Figure 2) to the manifold25 of the truck engine 17 and normally 'form in both of the chambersdescribed. 3 again to Figures 17 and 18, it will be observed that thevalve body 35 of the booster B has a aovable control valve plunger 41therein which is movable radially of the axis of the slave cylinder 34and the valve body 35' is provided with a passageway 4-2 whichcommunicates with the interior of the slave cylinder 34. cavity 4-3therein which is normally closed by a closure member 4-4 carried by theslave cylinder 3% when the brakes of the vehicle are released and duringwhich the diaphragm occupies the position shown in Figure 17.Passageways are provided in opposite sides of the slave cylinder piston33 and, when the slave cylinder piston 33 is in the position shown inFigure 17, these passageways serve to establish communication betweenthe pipe 27, ch extends from the master cylinder 25, and the passageway42.

and the passageway 56 communicates with a pipe 57 connected to the valvebody 35.

It will be noted that the valve body has a passageway 60 in the upperportion thereof (Figures 17 and 18) which communicates with a breatherpipe or air inlet pipe 61 connected to the valve body 35, this pipe 61extending to a suitable air filter or breather 62 (Figure 2).

While the internal combustion engine 17 is running, the negativepressure in the intake manifold 20 causes negative pressure in thechamber 36 which, in turn, normally causes negative pressure in thepassageway 55,

channel 48, passageway 56 and pipe 57. it will be noted that a pipe orconduit 65 also communicates with the chamber 37 in the diaphragmhousing 30. Now, heretofore, a single pipe or conduit has been providedin lieu of the pipes or conduits 57 and 65 to thereby maintaincommunication between the passageway 56 and the chamber 37. Thus, thenegative pressure normally present in the pipe normally created auniform negative pressure in both of the chambers 36 and 37. Since thenegative pressure was the same on both sides of the diaphragm 31, thecompression spring 32 normally urged the diaphragm 31 to a positionimmediately adjacent the left-hand wall of the diaphragm housing 39 asshown in Figure 17.

Now, in normal operation of the braking system of the vehicle, theoperator depresses the brake pedal 26 thereby causing fiuid to fiowthrough the pipe 27, through the passageways in the slave cylinderpiston 33 and into the passageway 42 in the valve body 35. The slavecylinder piston 33 also has a check valve mechanism generally designatedat 66 therein and, as the fluid is admitted to the slave cylinderpassageway 45, it first passes around the slave cylinder check valve 66and through the slave cylinder piston 33, through a pipe or conduit 67,which is connected to and communicates with the right-hand end of theslave cylinder 34 in Figure 17.

This pipe 67 extends to a pipe 70 (Figure 2), opposite ends of which areconnected to transverse pipes 71 and 72. Opposite ends of the transversepipes 71 and 72 are connected to the corresponding hydraulic brakecylinders 16 associated with the wheels 11 and 12. This displaceient offluid builds up the hydraulic line pressure in a well known manner and,when the fluid pressure reaches approximately forty pounds per squareinch, the control valve plunger and piston 41 moves upwardly intocontact with the lower surface of the control valve disk 50.

This seals the engine vacuum in the chamber 36 of the diaphragm housing36 and, as the plunger 41 continues to move upwardly in Figure 17, thecontrol valve disc is forced from its seat, admitting air underatmospheric pressure through the breather or air cleaner 62 and the pipe61, through the passageway and thus into the chamber 53 above thediaphragm 46. This air then passes through the passageway 56 and,heretofore, has passed through the said pipe provided in lieu. of thepipes 57 and to the chamber 37. The atmospheric pressure in the chamber37 forces the diaphragm 31 to the right from the position shown inFigure 17 to substantially the position shown in Figure 18, therebymoving the slave cylinder piston 33 therewith to build up the hydraulicline pressure in the slave cylinder 34 and the pipes 67 and 70 to 72,inclusive, whereupon the wheel cylinders 16 cause the brake shoes 13 tomove outwardly against the brake band 15 to lock the brakes of thevehicle.

The structure heretofore described is typical of the usual brakingsystem of an automotive vehicle and only the elements necessary to aclear understanding of the present invention have been described, sincethe structure and function of a booster actuated braking system is wellknown in the art. It is with a braking system of this type, incombination with a meter recording device of the type to be presentlydescribed, that the present invention is adapted to be associated.

M eter recording device As heretofore described, the meter recordingdevice is preferably of the type disclosed in the patent to McMullen,No. 2,086,363 dated July 6, 1937. It is also disclosed in other patentsincluding Numbers 1,922,056, 1,967,677, 2,099,129, 2,245,032, and2,285,825. Therefore, a complete description of the meter recordingdevice will not be given, but sufiicient description thereof will begiven to clearly ascertain the manner in which it cooperates with thepresent invention.

The meter recording device comprises a meter register and a recordingprinting mechanism which are broadly designated at and 81, respectively.The meter register 80 is of the usual type having a window 82 in thefront wall of the casing thereof through which register wheels 83 may beviewed by the operator and which register wheels 83 are driven bysuitable means, not shown, disposed within the housing of the meterregister 80. The means for driving the register wheels 83 includes avertical drive shaft 84 which extends downwardly in Figure 3 and thelower end of which is connected to a meter 85 (Figures 1 and 2) or othersuitable means driven by the flow of fuel from a pipe 86 to a pipe 87.The end of the pipe 86 remote from the meter 85 is connected to asuitable pump 99. The pump 99 and the meter recording device are bothsuitably supported on the chassis 10 of the truck.

The pump 90 may be of any desired construction, however, the pumpsassociated with delivery trucks are invariably driven by means of theinternal combustion engine 17 of the truck. To this end, the pump 90 iscoupled to an auxiliary transmission 91, shown schematically in Figures1 and 2, and which has suitable gearing, not shown, therein connectingwith the conventional gearing in the transmission 21 for impartingrotation to the mechanism of the pump 90 by manipulation of a shiftinglever 92, as desired.

Since the pump 90, the transmission 91 and the intervening connectionsare conventional, no attempt has been made in this context tospecifically define their structure and manner of operation, these partsmerely being shown schematically to indicate that the pump 90 is drivenby the internal combustion engine 17 of the vehicle.

The pump 9% has a pipe 95' extending therefrom to the fuel tank 18 and,thus, the pump 90 pumps the fuel past the meter 85 and to a reel 96 ofconventional construction about which a hose or flexible pipe 97 iswound. Of course, one end of the flexible pipe or hose 97 iscommunicatively connected to the pipe 87 in the usual manner and theother end thereof has a suitably manually operable valve mechanism 100thereon to which a nozzle 101 is connected.

The shaft 84 in Figure 3 is the equivalent of the shaft 45 shown inFigure III of said McMullen Patent Number 2,086,363 and the registerwheels 83 disposed within the casing or housing of the meter register 80may be constructed and driven in the identical manner to that shown insaid last-named McMullen patent.

The casing 109 for the recording printing mechanism 31 is supported bythe casing of said meter register 80 and comprises a front wall 110which is provided with a transverse or horizontal saleslip receivingslot 111 (Figure 13). The casing 109 of the recording printing mechanism81 also comprises a rear wall 112, side walls 113 and 114 (Figure 3) anda top wall 115, the front portion of which is inclined downwardly andforwardly at 116.

It is preferable that the lower edges of the walls 110, 112, 113 and lidof the casing 199 are sealed in engagement with the corresponding wallsof the casing of the meter register 86 as by a bead of wax or softmetal, such as lead and the like, as at 1164;, so the user of theapparatus may not remove the casing 199 of the recording printingmechanism 81 from engagement with the casing of the meter registerwithout the removal thereof being detected by the users employer.

Recording printing mechanism The recording printing mechanism comprisesa frame 117 having spaced side plates 12%? and 121 and which frame issuitably secured to the upper wall of the casing of the meter register80. A saleslip carriage broadly designated at 122 is mounted forhorizontal movement between the side plates and 121. The saleslip carriage .122 comprises a front transverse throat portion 123, a reartransverse portion 124 and side flanges 125 and 126.

A printing type wheel shaft 13?; is fixed in the side plates 120 and 121and has a plurality of printing type wheels 131 mounted thereon, some ofwhich are driven by conventional means, not shown, connected with theshaft 84 (Figure 3) for recording the number of gallons or pounds andtenths of a gallon or of a pound previously dispensed, by making animprint upon a saleslip or card C inserted through the opening 131 inthe front wall 116 and through the throat 123 of the saleslip carriage122 as is clearly shown in said Patent No. 2,086,363.

Others of the printing type wheels 13 are used to print a differentserial number each time fuel is dispensed and, to this end, aconventional shaft 133 is rotatably supported by the side plates 12%,12E and has rigidly connected therewith a ratchet wheel 134 which hasten teeth and is turned one tenth of a revolution each time it isdesired to advance the serial number. Such advancement of the serialnumber is effected by a pawl 136 which engages the wheel 134 and ispivotally mounted intermediate the ends of a cam lever 137.

Said cam lever 137 is fulcrutned on the transverse shaft and said lever137 is continuously pressed upwardly by a spring 1%. As shown in saidiatent No. 2,086,363, the lever 137 is in cooperative relation with acam 141 fixed on a shaft 142 provided with a manually operative crankhandle 143 shown in phantom lines in Figures 6, 10, 12 and 15 and whichis used to operate said lever 137 only after the start of the instantdispensing operation; said lever 137 being inoperative to advance theserial number except when released by the initial rotary movement of theshaft :34 clearly set forth in said Patent No. 2,656,363.

It will be observed in Figure 7 that the shaft 133 has a gear 143 fixedthereon which meshes with an eighttoothed gear 1 5-4 loosely journaiedon a transverse shaft 145 which is, in turn, journaled in the oppositeside plates 129 and 321 of said frame 117. The gear 144 meshes with agear 146 loosely journaled on the shaft 130 and said gear "i 16 carriesone of the decimally nurnbered serial numbering type wheels 131. Thereare usually three of the printing wheels 131 employed as serial numberprinting wheels which are interconnected, as disclosed in said PatentNo. 2,086,363, in such a manner that, upon each revolution of theprinting wheel 131, which is carried by the gear 146, the adjoiningwheel will move one step and, upon said adjoining wheel conpleting arevolution, 21 step will be imparted to the next adjoining wheel.

In order to efiect reciprocatory horizontal movement to the saleslipcarriage 122 between its two printing positions, the crank shaft 142,provided with said crank handle 143, has, rigidly connected therewith,opposite counterpart cams 156 (Figure 3) which engage in open- I headVivi o ings 151 in rocker frame members 152 and 153, which are leversfulcrumed on a transverse shaft 154 journaled in said side plates 12%and 121 of the frame 117.

A rock shaft 155 is journaled in the free ends of said rocker framemembers 152, i153 and carries a pair of thrust arms 156 each having acrank $157 overhanging similar cam inclines 169 on the side plates 125and 126 of said carriage 122.

At least one of said cranks 157 has a spring 162 connected thereto so asto continually stress said crank arms toward the vertical position shownin Figures 6, 8, l2 and 13 when they are released. Thus, when the crankarms 156 are in the position shown in Figures 6 and 8 relative tocarriage 122, the cranks 157 overhang the lefthand or front slopes ofthe inclines 164) so that, upon clockwise rotation of said crank handle14-3 and cams 156 (Figure 3), said thrust arms 156 are forced outwardlyby traversing down said slope to thrust the carriage from the positionshown in Figures 6 and 8 to the position shown in Figures9, 10 and 11.Further turning movement. of said handle 1 53 lifts said rocker members152 and 153, releasing said thrust arms from said inclines 16%permitting them to be swung by their spring 162 back to ve "at position;so that further turning movement of said nannle 1-43 causes the cranks156 to slide down the right-hand or rear slopes of said inclines 169 andthrust said carriage 122 rearwardly or to the right to the initialposition shown in Figures 6 and 8.

Now, said carriage 122 has, at the left-hand or front end thereof inFigures 3, 6, l0 l2, a stationary shaft 165 which is the fulcrum for apunch frame 166 provided with a vertically extending groove 167 in theinner or rear face thereof in which a headed punch pin 17% is looselymounted. it will be observed in Figures 8, 9, ll, 13 and 14 that thepunch pin 17% is mounted for free vertical movement in the throatportion 123 of the carriage 122.

Thus, the punch frame .166 functions to alternately lift the punch pin1'70 clear of the saleslip, packet or card C and to thrust the punch pin170 through said saleslip, packet or card C; such movement beingeffected by said rock shaft 155 alternately engaging bifurcations 173and 174 on said punch frame 166, which extend respectively above andbelow said rock shaft 155, as shown in Figures l0 and 16.

Referring to Figures 3, 8, 9, ll, l3, l4, and 16 it will be observedthat the shaft 154 is rigidly connected with an arm 176 which carries aroller or cam follower 177 in cooperative relation with an evolute earn18%) fixed on the end of the crank shaft 5.42 opposite to that end towhich the handle 14 3 is fixed. The follower 177 is maintained inengagement with the periphery of the evolute cam 18 by a spring :82 sothat, as said crank shaft 142 is turned, the arm 176 is alternatelythrust counter-clockwise from the position shown in Figure 16 to thatshown in Figure 9, by its roller or follower 177 engaging said cam 13%,and released as the crest 182 of said cam passes beneath said roller1'77.

Said sl i is also rigidly connected with a cross Wit in Figure 3,overhangs supporting arms 134 of a platen which arms 134 are iournaledon said shaft 154. Said platen 135 is connected with said cross head 133by a spring 186 (Figure 3) so that said platen 185 is lifted by thatspring when the I cross head 183 is uplifted by the evolute cam 18%),but

w en said cross head is released by the crest 132, of said cam passingcounter-clockwise (Figures 13 and 14) beneath said roller 177, saidcross head is snapped clockwise downward until it is stopped byengagement with the crank shaft M2; with the effect that said platen185, knocked down by the cross head 153, stretches the spring 136 andstrikes a hammer blow upon the salcslip or card C causing the latter tobe imprinted by the numbered 3 type Wheels beneath it, but said platen185 is thereafter 9 instantly uplifted to the position shown in Figure13 by the tension of said spring 186.

Now, it is extremely important to the operation of the present inventionthat the crest 132 of the evolute cam 180 is accurately located relativeto the counterpart cams for two reasons; the first reason being that itis essential that the punch pin 17%) pierces the saleslip, packet orcard C immediately before the initial downward stroke of the platen 185,which causes the first imprint to be made in the saleslip C by thenumber type wheel beneath it to thereby insure that the punch pin 17% isnot lifted clear of the saleslip C until after a second downwardmovement of the platen 1% which results in a second imprint being madeon the saleslip C by the number type wheels beneath it.

The second reason that the cams 159 and 130 must be accuratelyrelatively positioned on the cam shaft 142 is to insure that the brakesof the automotive vehicle, with which the meter recording apparatus isassociated, are

automatically actuated or locked by movement of the saleslip carriage122, as will be hereinafter described, immediately before the firstdownward movement of the platen and immediately following the seconddownward movement of the platen 185.

In the original form of the invention, shown in Figures 21, the brakesare also controlled by the carriage 122 but,

particularly, the brakes are controlled by the vertical movement of thepunch pin 171), as will be later described.

Original or first form of the illl'illiO/l Now, heretofore, the operatoror truck driver has been able to cheat his employers customer, althoughthe card or saleslip C is locked in the recording printing mecha nism 81by the punch pin during the dispensation of fuel-oil or the like. Thisis due to the fact that, upon delivering a desired amount of fuel-oil orthe like to said customer, the operator or truck driver could leave thecard or saleslip C in the recording printing mechanism 81, drive thetruck or other vehicle to another location, and dispense an additionaldesired amount of fuel-oil or the like to another point or at his ownresidence, after which he could again turn the crank 143 to imprint thenumber of gallons dispensed, etc. on the card or saleslip C and torelease the card or saleslip C from the recording printing mechanism 81.The truck driver could then return to the original point of dispensationof the fuel-oil or the 1 like and present the saleslip to the employerscustomer and the employers customer would assume that he had receivedall of the fuel-oil or the like, as indicated on the saleslip, that hadbeen dispensed from the fuel-oil truck or other vehicle.

In order to insure that the truck driver or operator cannot move thetruck from one point to another until the card or saleslip C isimprinted with the serial number and the amount of gallons or pounds offuel-oil or other fluid or gas dispensed, we have provided means foractuating the brakes of the fuel-oil truck or other vehicle and formaintaining said brakes in a locked state during the entire interim fromthe time that the card or saleslip C is initially imprinted or markedwith the numerals on the uppermost portions or" the number type wheels131 therebeneath and until the card or saleslip C is again imprinted,stamped or marked with the numerals which then appear in the uppermostposition on the number type wheels 131.

To this end, in the original form of the invention, we have provided avalve mechanism broadly designated at 190, which is shown in detail inFigures 4 and 5. The valve 190 is suitably secured to the rear wall 112of the casing 199 of the recording printing mechanism, as is mostclearly shown in Figure 3, so that the spring-loaded plunger thereof, tobe presently described, is disposed at the same level as the carriage122. This valve 190 may be of any desired construction and is preferablysubstantially of the type disclosed in a patent to Russell, Number2,329,087 of September 7, 1943, but wherein the ball check valve isomitted. The valve 190 is of a type which is normally closed; that is,it normally maintains communication between the pipes 57 and 65connected to opposite sides thereof while preventing atmosphere to entereither pipe 57 or 65. The pipes 56 and 57 and the valve 190 are the maincomponents of the present invention.

The valve 190 has chambers 191 and 192 therein, the chamber 192 beinglarger than the chamber 191 and having a resilient valve seat washer 193therein which forms a shoulder against which an enlarged tapered portion194 of a valve core 195 is adapted to alternately be positioned as shownin Figure 5. The valve 190 has a tubular portion forming a passageway196 therein to which the pipe 65 is connected for communicationtherewith. The valve 191) also has a passageway 197 therein whichcommunicates with the upper portion of the chamber 191. The valve 191)has a tubular fitting 200 threadably connected thereto whichcommunicates with the passageway 197 and to the outer end of which thepipe 57 is connected for communication therewith.

It will be noted that the lower wall defining the chamber 192 has aplurality of openings or orifices 201 formed therein for admittingatmosphere to the chamber 191 when the valve core 195 is in the openedposition shown in Figure 4.

The valve core 195 also has an enlarged head portion 282 mounted forlongitudinal sliding movement in the chamber 191 and a reduced stemportion or springloaded plunger 293 projects axially from the enlargedtapered portion 194 of the valve core 195 and slidably penetrates thewall 112 of the casing 109 of the recording printing mechanism 81. Thestem portion 203 of the valve core 195 is surrounded by a compressionspring 204, one end of which bears against the wall 112 and the otherend of which engages an abutment 205, such as a cotter pin, carried bythe stern portion 203 of the valve core 1.95. The spring 204 urges theplunger 203 into engagement with the rear portion 124 of the carriage122.

Thus, when the plunger 293 is in the position shown in Figures 5, 6, 8,15 and 16, it permits negative pressure to pass through the pipes 65 and57, which then serve the purpose of the single pipe heretofore providedin lieu of pipes 65 and 57, as heretofore described. On the other hand,when the spring-loaded plunger 203 is in the position shown in Figures3, 4 and 9 to 14, inclusive, the enlarged portion 194 of the valve core195 is unseated and permits atmosphere to enter the chamber 192 and 191through the orifices 201 and, of course, permits atmosphere to enter thepassageway 196, pipe 65 and the chambers 37 in the diaphragm housing 30(Figures 17 and 18) of the booster B.

However, the enlarged portion 202 of the valve core 195 then preventsatmosphere from entering the passageway 197, fitting 2'00, pipe 57 andchamber 36 of the diaphragm housing 31 Thus, although the diaphragm 46and valve member 41 may remain in the normal position shown in Figure17, atmosphere is permitted to enter the chamber 37 of the diaphragmhousing 30 without depressing the brake pedal 26 (Figure 2), which willhave substantially the same effect as that of depressing the brake pedal26; that is, diaphragm 31 moves from the position shown in Figure 17 tothe position shown in Figure 18, due to the negative pressure present inthe chamber 36 of the diaphragm housing 3%, to thereby direct fiuid fromthe slave cylinder 34 to the brake cylinders 16 to lock the brakes ofthe vehicle.

Now, as heretofore stated, when each saleslip or card C is inserted inthe throat portion 123 of the saleslip carriage 122, the carriage 122and the cranks 157 occupy the position shown in Figures 6 and 8. It willbe noted that, at this time, the plunger 203 of the valve core 195occupies the closed position shown in Figure 5, thereby permitting thenormal negative pressure to pass through the pipes 57 and 65.

After the operator has inserted the saleslip or card C, he then turnsthe handle 143 clockwise a first complete revolution, in the course ofwhich the evolute cam 18%) rotates in a counter-clockwise direction fromits initial or normal position in Figure 8, through the position shownin Figure 9, through the position shown in Figure ll and stops in theposition shown in Figure 13, which position is identical to that shownin Figure 8, but the carriage 122 is then in a different position fromthat shown in Figure 8. The carriage is moved because of the cranks 157on the thrust arms 156 being forced outwardly or forwardly by traversedown the front slopes of the inclines 169, with the result that thecarriage is thrust from the position shown in Figures 6 and 8 to theposition shown in Figures 9 to 13, inclusive.

Now, it will be observed that, in the course of said first revolution ofthe handle 143, the crest 162 of the evolute cam 1.8% passes beneathroller 177 immediately after the punch pin 1"?) has pierced the saleslipor card C and simultaneously with movement of the saleslip carriage 122to its foremost or outermost position relative to the rear wall 112 ofthe recording printing mechanism casing 109.

This insures that atmosphere is permitted to enter the valve chambers192 and 193i and, of course, the chamber 37 of the booster B immediatelybefore, or at the same time that, the crest 132 of the evolute cam 136moves out of engagement with the roller 177, which causes the card orsaleslip C to be imprinted by the number type wheels 13 beneath it inthe manner heretofore described.

It is extremely important that the card or saleslip C is pierced by thepin 17% before the numerals are imprinted on the card or saleslip C inorder to insure that the operator or the truck driver cannot remove thecard or saleslip C after the serial number and the numbers on theremaining printing type wheels 131 have been imprinted thereon andbefore the card is locked in the carriage 122 by the punch pin 176.

The operator or truck driver then dispenses the desired amount offuel-oil, gas or the like through the nozzle lill. (Figure 2) and,thereafter, he turns the handle 143 a second time in a clockwisedirection for a second complete revolution, in the course of which thecranks 157 on the thrust arms 156 move downwardly and traverse the inneror rear slopes of the inclines 16% to thrust the carriage rearwardlythereby returning the same to the position shown in Figure 8. However,before the carriage 122 has reached the limit of its inward or rearwardmovement, the crest 182 of the evolute cam 13 passes beneath the rolleror follower 177 thereby causing the platen R to again strike a hammerblow upon the saleslip or card C and causing the latter to be imprintedwith the uppermost numerals on the printing type wheels Z 1 beneath thesame, immediately before the carriage 122 reaches the limit of itsinward or rearward movement.

Thus, the brakes of the vehicle remain locked until after the secondimprint has been made on the card or saleslip C, since a very smallspace between the enlarged portion 19-3 of the valve core 195 and thesealing ring 193- perrnits atmosphere to enter the pipe as.

Moreover, by referring to Figure 16, it will he observed that the crest132 of the evolute earn 186 has moved eycnd the roller 177, but thepunch pin 17% still extends through the card or saleslip C and, sincethe platen 135 causes the numerals to be imprinted on the card orsaleslip C simultaneously with movement of the plunger 2-33 to theposition shown in Figure 5, although the brakes of the truck or othervehicle would then be released, the second set of numerals will havealready been imprinted 7 horizontal portion on the card or saleslip Cand it will, therefore, be necessary for the operator to continuerotating the handle 143 until the punch pin 179 has returned to theposition shown in Figure 8 before the operator could remove the card orsaleslip C from the saleslip carriage 122.

it is evident that, it the operator moved the truck or other vehicle toanother location and dispensed fuel or the like therefrom beforeremoving the card or saieslip C after the second set of numerals hadbeen imprinted thereon, this would interrupt the continuity of thenumerals on successive saleslips, whereby the operators employer couldreadily determine that fuel-oil has been removed from the tank 18 of thetruck between the time that the second set of numerals were imprinted ona given saleslip and the time that a first set of numerals were printedon a succeeding saleslip C.

Since it is extremely important that the atmosphere is not permitted toenter both of the pipes 57 and before the second set of numerals areimprinted on the card or saleslip C, it is thus seen why the crest 182of the evolute cam 13% must be accurately located relative to the cam117i? and, also, relative to the cranks 157 on the ends of the thrustarms id.

It might be stated that the sudden movement of the roller 377, after thecrest 182 of the cam lliill has passed thereheneath, imparts momentarysnap-like rotational movement to the earn 189 and cam shaft 1*2 so thatthe roller E77 engages the low point of'the cam 15% at sub stantiallythe position shown in Figure ll. Of course, this throws the carriage 122from the position shown in Figures 13 and l4 to the position shown inFigure 16 so the follower 177 engages the low point of the cam E89substantially as shown in Figure 16. Thus, it is practically impossibleto move the carriage 122 far enough toward the wall 122 to release thebrakes of the vehicle before downward movement of the platen has struckthe saleslip C in the carriage 122, thus insuring that the serial numberand the number of. gallons or pounds of fuel dispensed are imprinted onthe saleslip C at the time that the brakes are released.

Modified or second form of invention Referring to Figures 19 to 21,inclusive, there is shown a second form of the'invention which differsfrom the original form of the invention only as to the location of thevalve 19-3 and the manner in which it is actuated. In Figures 19, 20 and21, the valve mechanism is indicated at 1%" and the recording printingmechanism is indicated at 81 and, since the valve mechanism lfil issubstantially the same as the valve mechanism 190 shown in Figures 4 and5 and, also, since the recording printing mechanism 31' is identical tothe recording printing mechanism 81 shown in Figures 3 and 6 to 16,inclusive, those parts associated with the valve 1% and mechanism 81shall bear the same reference characters as the parts associated withthe valve 1% and the record ing printing mechanism 81, but shall havethe prime notation added.

The Valve 1% differs from the valve 1% (Figures 4 and 5) only to theextent that the length of stroke of the plunger 2% must be relativelyshort to insure that the lower end of the plunger 2% will not extendbelow the level of the upper end of the punch pin 170 when the punch pinis in lowered or operative position as shown in Figures 20 and 2l.

in this instance, in order to accommodate the valve 1% so that the axisof the core thereof extends substantially perpendicular to the saleslipcarriage 122, the inclined portion 116 of the casing N9 of the recordingprinting mechanism 81 has a horizontal portion 219 thereon which may beformed integral therewith or a block of the desired configuration may besecured to the inclined portion 116 of the casing 1%", if desired. Thevalve 1% is suitably secured to the upper surface of the of the top wall115 of the casing 13 169 and the stem portion or plunger 2% of the core195 of the valve 1% loosely penetrates the portion 210.

In this instance, in order to limit downward movement of the plunger203, the valve 1% has an additional chamber 211 therein in which theenlarged portion 292' of the plunger 1%" has longitudinal slidingmovement. Thus, the enlarged portion 202' is of greater diameter thanthe diameter of the chamber 191 and, therefore, as the valve core 1%moves from the position shown in Figure 19 to that shown in Figures 20and 21, the enlarged portion 262 of the valve core 195 seats against theupper end of the chamber 191 to limit downward movement of the plunger293 and to also cause atmosphere to enter the chambers 192 and 191 andto enter the pipe 65. Of course, the enlarged portion 202' of the core195 then prevents atmosphere from entering the pipe 57.

Now, the illustration in Figure 19 corresponds to the illustration inFigure 8 to the extent that the saleslip carriage 122 is in its forwardposition and the punch pin 170 is in raised position. The punch pin 176is then in alinement with the plunger 293 of the valve core 195 which isthus held in raised position to permit negative pressure to pass throughthe valve 190 and the pipes 57 and 65, thereby releasing the brakes ofthe fueloil truck or vehicle.

When the operator is about to dispense fuel-oil or the like from thetank 13 of the truck, the saleslip or card C is inserted in the throat123 of the carriage 122 as is shown in Figure 19, whereupon the carriage122 is moved forwardly or outwardly to the position shown in Figure 20in the manner heretofore described. The parts of the recording printingmechanism 81 shown in Figure 20 are in position corresponding to theposition of the parts of the recording printing mechanism 81 in Figure11 and, as heretofore stated, the punch pin 17$) is thrust through thecard or saleslip C before the platen 185 strikes a hammer blow upon thecard or saleslip C to thereby insure that the card or saleslip C cannotbe removed from the carriage 122 until after the second set of numeralshave been imprinted on the saleslip or card C.

Of course, as the punch pin 170 moves downwardly from the position shownin Figure 19 to that shown in Figure 20, this permits the valve core 1%"to move downwardly and thereby permits atmosphere to enter the pipe 65to lock the brakes of the vehicle. After the desired amount of fuel-oilor the like has been dispensed, the carriage is again moved, in themanner heretofore described, to the position shown in Figure 21, whereinassociated iarts occupy substantially the same position as thecorresponding parts shown in Figure 15.

Upon the carriage 122 reaching the position shown in Figure 21, theplaten 185 again strikes the card or saleslip C causing the second setof numerals to be imprinted thereon. However, since the punch pin 17% isstill in a lowered position, the brakes of the vehicle remain lockeduntil after the second set of numerals have been imprinted on thesaleslip or card C. Thus, further turning movement of the handle foroperating the carriage 122 is required in order to uplift the punch pin170 to return the same to the position shown in Figure 19. it is evidentthat the brakes of the vehicle are then released and the card orsaleslip C may then be removed from the recording printing mechanism 81.

The modified form of the invention shown in Figures 19, 20 and 21 hasthe advantage over the original form of the invention shown in Figures 3to 16, inclusive, in that the crest 182 of the evolute cam 18%) need notbe positioned as accurately relative to the other cams on the cam shaft142, since the valve 1% is controlled solely by the punch pin 1'70rather than by the horizon tal movement of the carriage 122'. I

It is evident in both forms of the invention that all connectionsbetween the recording printing mechanisms $1 or 81 and the booster Bshould be sealed with wax, lead 14 or by other means at their juncturesso that, if the truck driver attempts to disconnect any of the pipes,the corresponding valves 1% or 1%, or any other parts of the brakesystem, this may be readily detected by the truck driver's employer.

it is thus seen that we have provided means for automatically lockingthe brakes of a fluid dispensing vehicle provided with a meter recordingdevice upon the serial number and number of gallons being initiallyimprinted on the saleslip C and for maintaining said brakes in a lockedstate until after a second imprint, indicating the number of gallonsdispensed and the serial number, is made on the saleslip and wherein thesaleslip is locked in the recording printing mechanism prior to theinitial printing of the recording printing mechanism and until after thesecond actuation of the recording printing mechanism, thereby preventingthe operator from movin g the truck or other vehicle after the recordingprinting mechanism has been initially actuated and until after therecording printing mechanism has been actuated a second time.

in the drawings and specification there have been set forth preferredembodiments of the invention and, although specific terms are employed,they are used in a generic and descriptive sense only and not forpurposes of limitation, the scope of the invention being defined in theclaims.

We claim:

1. In a mobile fiuid dispensing vehicle having a braking system and alsohaving a meter recording device provided with a saleslip for firstrecording a reading on a saleslip prior to the dispensation of fluidfrom the vehicle while securing the saleslip therein against removal andthen secondly recording the reading thereon on said saleslip followingthe dispensation of fluid from the vehicle and whereupon the saleslip isreleased from the meter recording device, the combination therewith ofmeans responsive to the first-named recording on the saleslip foractuating the braking system, and means responsive to the second-namedrecording on the saleslip for releasing the braking system.

2. In a fluid dispensing vehicle having a braking system provided with ahollow member having a first movable element therein defining first andsecond chambers in said hollow member, there normally being a negativepressure in both of said chambers, means establishing communicationbetween said chambers, and a meter recording device having manuallyoperable serial numbering means thereon; the combination of a valveinterposed in said means for establishing communication between saidchambers, a second movable element disposed in said valve and normallypositioned to effect communication between said chambers, means operableautomatically upon alternate operations of the serial numbering means tomove the second movable element to an alternate position to admitatmosphere to the first chamber while preventing atmosphere fromentering the second chamber thereby causing the negative pressure to bemaintained in the second chamber whereby the negative pressure in saidsecond chamber will cause the first movable element to move toward andreduce the size of the said second chamber, and intervening operationsof the serial numbering means causing said second movable member toreturn to its normal position to reestablish communication between saidchambers.

3. In a fluid dispensing vehicle having a braking system and also havinga meter recording device for recording on a saleslip serial numbers andamounts of fluid dispensed and wherein serial numbers are recorded onthe saleslip before and after each dispensation of said fluid, thecombination of means operable automatically for rendering the brakingsystem operative to lock the brakes of the vehicle upon the serialnumbers initially being recorded on the saleslip, and means operableautomatically for rendering the braking system inoperable to releasesaid brakes upon the second recording of the serial numl5 bets on eachsaleslip and following the dispensation of an amount of fluid coincidingwith the numbering recorded on the saleslip.

4. In a mobile fiuid dispensing vehicle having a braking system providedwith a hollow member having a first movable member therein definingfirst and second chambers in said hollow member and resilient meansnormally urging the first movable member towards said first chamber,means normally creating negative pressure in the second chamber, aconduit connecting said first chamber with the second chamber wherebysaid negative pressure is also normally present in the first chamber,said vehicle also having a meter recording device of a type adapted toreceive a saleslip and to record a reading thereon While locking thesareslip therein and for subsequently finally recording on said saleslipthe reading on said device While substantially simultaneously releasingthe saleslip therefrom; the combination of a valve interposed in saidconduit between said chambers of the hollow member, a plunger in saidvalve, means normally maintaining said plunger in one position tomaintain communication in said conduit and between said first and secondchambers, means operable automatically upon the said initial recordingfor moving said plunger to another position to admit atmosphere to saidfirst chamber and to prevent atmosphere from entering said secondchamber whereby the negative pressure in the second chamber will causethe first movable member to move toward the second chamber for actuatingsaid braking system, and means operable automatically to return saidplunger to its original position and to re-establish communicationbetween said first and second chambers upon said final recording and tothereby render said braking system inoperative.

5. In a vehicle having a braking system including a brake booster havinga diaphragm therein defining first and second chambers in the booster,spring means normally urging the diaphragm toward the first chamber tomaintain the brakes in a released state, means to create negativepressure in the second chamber, a conduit connected to each chamber, ameter recording device having means for receiving a saleslip andinitially recording the meter reading thereon while locking the salesliptherein, said means for recording also being operable a second time foreach saleslip to record a second meter reading thereon and tosimultaneously release the saleslip from the meter recording device; thecombination of a valve carried by said meter recording device, saidconduits being connected to opposite sides of said valve, a movablemember in said valve, means on said recording device for normallymaintaining said movable member in a first position so as to establishcommunication between said conduits whereby a negative pressure iseffected in the first chamber equal to the negative pressure in thesecond chamber, means operable automatically upon said initial recordingbeing made on the saleslip for moving and maintaining the movable memberin a second position to prevent communication between said conduits,said valve having means to admit atmosphere to the conduit connected tothe first chamber and, thus, to the first chamber when the movablemember is in said second position to thereby activate said brakingsystem, and means operable automatically upon the second recording beingmade on the salcslip for returning the movable member to its originalposition to again elle t communication between the conduits and thefirst and second chambers to deactivate said braking system.

6. in a vehicle having a brakin system including a brake booster havingdiaphragm there n defining r -nt means normally urging the diaphragmtoward the first chamher to mail" in the in a released state, means tocreate ne ative pressure in the second chamber, conduit connected toeach chamber, a reservoir carried by the vehicle, manually operablemeans for dispensing second imprint being fluid from the reservoir, rleter recording device having a recording printing mechanism thereonwith pen tions thereof actuated by the fiOW of fluid during disonthereof, said recording printing mechanism a carriage for receiving asalesiip, manually romeans for moving said carriage and to simuleterreading on the saleslip while in, said means for initially imalso beingoperable a second the meter recorc g carried by said recording device,said conduits being connected to opposite sides of said valve, a movablemember in s id valve, normally urging rn' l e Jer in said valve intoengagement with a first poestablish communication betwee said ereby anegative pressure is present in the to the negative pressure the seconderaole automatically upon said initial the saleslip to move the carriageion between said conduits, said valve having to admit atmosphere to theconduit connected chamber and to the first chamber when d imprint beingmade on the saleslip for re movable member to its or l position to ecommunication between t e conduits and the first and second chambers todeactivate said braking system.

7. in vehicle having a braking system including a (i rake boouer havinga diaphragm therein defining first and second chambers in the booster,resilient means normn y urging the diaphragm toward the first chamber tomaintain the brakes in 2. released state, means to create negativepressure the second chamber, a conduit connected to each chamber, areservoir carried by the vehicle, manually operable means for dispensingfluid from the reservoir, a meter recording device having a recordingprinting mechanism thereon with portions thereof actuated by the flow offluid during dispensation terec-t, said reco ding printing mechanismhaving a carriage for rec g a saleslip, a movable locking pin carried bythe cam gc, manually rotatable means for moving carriage and said pinrelative to the carriage to simultaneously imprint the meter on thesale- While locl' the saleslip therein, said means for ally imprintingthe meter reading also being operable second time for each salesrip torecord a second meter reading thereon and to simultaneously release thelocking pin from er a gement with said saleslio; the combination or" avalve carried by said meter recording device, said conduits beingconnected to opposite sides of said valve, a movable member in saidvalve, means normally urging the movable member in said valve inengagement with the locking pin to normally maintain said movable memberin a first position so as to establish communication between saidconduits whereby a negative pressure is present in the first chamberequal to the negative pressure in the second chamber, means operableautorne-ically upon said initial imprint being made on th sale 7, tomove the locking pin and the movable member to a second position toprevent communication between said conduits, said valve having means toadmit atmosphere to the conduit connected to the first chamber and,thus, to the first chamber when the move member is in said secondposition to thereby activate said braking system, and said locking pinbeing niova'le automatically in the opposite direction upon c made onthe saleslip for returning the movable member to its original positionto again effect communication between the conduits and the first andsecond chambers to de-activate said braking system.

References Cited in the file of this patent UNITED STATES PATENTS1,801,749 McEachern Apr. 21, 1931 18 Hayes Oct. 25, 1932 Hazard Jan. 10,1939 Price July 18, 1944

